Method of and apparatus for controlling power-driven vehicles



July 3, 1928., 1,675,388

A. D. SKINNER METHOD OF AND APPARATUS FOR CONTROLLING POWER DRIVEN VEHICLES Filed 00?..18, 1919 7 Sheets-Sheet 1 I July 3, 1928. 1,675,388

A. D. SKINNER METHOD AND APPARATUS FOR CONTROLLING POWER DRIVEN VEHICLES Filed Oct. 18, 1919 '7 Sheets-Sheet 2 July 3, 1928. I I 1,675,388

A. D. SKINNER METHOD OF AND APPARATUS FOR CONTROLLING POWER DRIVEN VEHICLES Filed 0012.18, 1919 7 Sheets-Sheet 3 Jul 's, 192 s. 1,675,388

\ A. D. SKINNER METHOD OF AND APPARATUS FOR CONTROLLING POWER DRIVEN VEHICLES Filed Oct. 18, 1919 '7 Sheets-Sheet 4 July 3, 1928.

A. D. SKINNER IETHOD OF AND APPARATUS FOR CONTROLLING POWER DRIVEN VEHICLES Filed Oct. 18, 1919 7 Sheets-Sheet 5 July 3, 1928. 1.675388 A. D. SKINNER mmon OF AND APPARATUS FOR CONTROLLING rowan muvsu VEHIGLES Filed 0ct.18, 1919 J 7 Sheets-Sheetv 6 July 3, 1928. 1,675,388

A. D. SKINNER IIETHOD OF AND APPARATUS FGR CONTROLLING POWER DRIVEN VEHICLES Filed Oct. 18, 1919 7 Sheets-Sheet 7 Patented July 3, 1928.

"u N'ITED I STATES" PATENT OFFICE...

ALLAN D; SKINNER, OF ERIEfPENNfiYLVANIA, ASSIGNORTO SKINNER PATENT HOLD- INGGOMPANY, ERIE, PENNSYLVANIA, AL CORPORATION OF PENNSYLVANIA.

METHOD OF AND APBARATUSTOR CONTROLLING POWER-DRIVEN VEHICLES.

Application filed october 18, 1919. Serial No. 331,686.

efiicicncy so far as. economy is concernedit' not adapted particularly in high power engines to satisfy the requirements with the startingof the engine. This is particularly 10 true of engines used under automoblle conditions. With suchengines it is desirable to control themadmission of steam at the starting of the engine with the throttling device so that the steam may be a admitted to the cylinder through a longer period or with a later cut-ofi'. It, therefore, the engine is started with a throttle control and then-continued with a cut-cit control both efficiency and flexibility are obtained and the present invention is designed to assure such operation. With engines having a fixed compression and particularly engines of the Tina-flow type with a central exhaust there is an added necessity for this method of control. in that the cut of'fiis too early with a low speed of the engineor a low pressure to the engine cylinder the compressionmay exceed the pressure of the admitted steam so as to block theengine. WVith a control which assures a late cut-01f with a slow running oi the engine-or with the starting of the engine suchblocking is prevented In the present invention these twomethods of control are so combined as to compel the operator to controluthe engine through the normal running ofthe engine by means of the cutofl, thus getting the greatest possible economy under the" load: conditions and at the? same time-permits of-a throttle control in connection with the cutoff for that period, or speed of the engine, which requires a late cut-oil. in carrying out this invention it is preferably accomplished byutilizing the speed of the vehicle as a factor in the control in the initial movement of the vehicle and then to compel the use of the cut-off independ coil of the' specd as a factor ofcontrol in the normal running ofthe engine. Iprefcr also to accomplish thiscontrol wholly? with one instrumentality, or op eratir'igf lever, so that the crdinsry operatcr Eli) will not be confused and this onelever pref erably controlsthe reverse as well as the forward movement of the en ginc.

The apparatus exemplifying the invention and withiwhich the method may be employed is illustrated in the accompanying drawings as follows Fig. 1 shows the controlling mechanism including the throttle. operating lever, valve actuating mechanism and automatic cut-off adjusting devices, As shown in this Figure the parts are in neutral.

Fig. Pris a: similarview in which theopcrating lever has been moved in a forward position suiiiciently to open the throttle and in which the automatic controlling devices for shifting the cut-ofihave operated the cut-off to bring the cut-off mechanism to an 7' early out-ofl' position. i

Fig. 3 shows the controlling lever thrown to" give a full cut=otl undernormal running conditions.

l Fig.4 shows a similar view in which the 75 controlling lever is thrown to the reverse position. i v p 1 Figs. 5, 5 and 5 show sections of the controlling lever segment and a part of the controlling lever with means for locking the so controlling lever on the segment.

t Fig. (ishows an end view'of an engine with the controlling mechanism as shown in Figs. 1 to 41', the arrangement of the devices being slightly altered in this figure for convenience in drawing and adaption to the particular construction.

Fig. 7 is a plan view of the valve operating gear. y

i Fig. 8 a rear view otsaid gear and the vehicle, i parts being broken away to better show construction.

. A marks the engine crank shaft, The forward eccentric B and the reverse eccentric C are preferably mounted on this shaft. 9 In the engine as shown in Figs. 6, 7, and 8 there are two sets of these eccentrics, the engine asshown comprising two pairs of singlc acting units. The eccentrics B and C have straps D D and the eccentric rods EEK respectively. Thesetransmit motion to the link F.: As shown the ordinary Ste hen son link is used for veryin thee-cue and direction ofgrotatirnl of t 1e engine but it will be understood that any known valve gear may be used.

(i is a sliding block in the link F and is connected to the valve operating rocker i l by a pin I. It will be understood that by varying the position of the curved link F on the block G a variable reciprocating motion is transmitted to the valve operating rocker 4A and a variable cut-off on the valves of the engine is thus attained, also the direction of the engines rotation can be changed in the ordinary manner.

The link F is pivoted at K to the link rod L which is pivoted at its opposite end M to the shaft lever N and to the slotted control rod 0. The lever N is slidingly mounted on a pin P. The pin P is mounted on a bracket Q and this is attached to some fixed part of the engine. The opposite end of the lever N is preferably of fork construction and is pivoted at R on the collar S. The collar S is rotatively mounted on the sleeve S between the shoulders 28 and 29. It will. readily be seen therefore, that the collar S permits the rotation of the sleeve and as the sleeve moves axially it carries with it the lever N. The sleeve is slidingly mounted on the shaft T and is connected with the centrifugal weights U U by means of links V V. Links TV TV extend from the weights to a pin X arranged at the upper end of the shaft T. The centrifugal weights are opposed by a centripetal element which as shown is in the form of a spring 1 which extends from the sleeve S to a shoulder 2 fixed on the shaft. The shaft preferably ext-ends downwardly through bearings T and is provided at its lower end with a bevelled gear Z which engages a bevelled gear Z. The bevelled gear Z may be driven by an extension Y on the crank shaft, the extension being carried in a bearing T in the frame T the frame being mounted on a convenient part of the engine.

The centrifugal weights are rotated by the shaft T as the engine is driven and their force, of course, proportional to the speed of the engine. As the engine speeds up, acting under the impulse of centrifugal force the weights move outwardly, this outward movement being resisted by the spring 1 so that the position of the weights at any speed is the balanced position between the centripetal element formed by the spring as opposed to the position of the weights at the speed then attained. This outward movement of the weights rocks the lever N and as the lever N is rocked the link F is carried downwardly. thus moving the link F from a late cut-off position shown in Fig. 1 to the early cut-off position shown in Fig. 2.

The slot 0 in the controlling rod 0 operates over a pin 13 on the operating lever 5. The operating lever is pivotally mounted on the shaft 4. and operates over the segment ne7asss 3. Cams 6 6' are fixed on the shaft 4 and rock with the lever 5. The cams operate against a roller 7 carried by the stem 8 of the throttle valve 9. The throttle valve is arranged in a valve casing 10 and is prostructure so far as described the operation of the device may be understood. The link F is in position to give a late cut-off so that with the valve gear so arranged steam follows the piston a suflicient distance to overcome any compression there may be in the companion cylinder and load on the engine or the reverse end of the cylinder if a doubleactng cylinder is used. Further where multiple sets of cylinders are used there is a greater overlap with the resultant advantages therefrom. The initial forward movement of the lever 5, therefore, so as to throw the cam 6 against the roller 7 opens the throttle valve 9. This may be opened as gradually as may be desired. Ordinarily with a vehicle the opening will be gradual giving the vehicle a gradual start. This is particularly desirable where high pressure steam is used with a high power engine because with the wide open cut-off necessary for slow starting for this type of engine an immediate full opening of the throttle would give the parts of the engine an unnecessary strain.

Immediately the motor starts the shaft T is put in motion, thus rotating the wei hts U U and as the movement picks up the force of the weights overcomes the spring 1 and the outward movement of the weights carries the sleeve 9 upwardly. thus rocking the lever N and swinging the link F downwardlv so as to bring the link to a position on the block G to give an early cut-off. The element of speed in this control is such that by the time the early cut-oil. reached the vehicle and engine have suflicient speed so that th s early cut-off is not objectionable but on the contrary is a very desirable condition at this point. When it reaches this condition, therefore. a point which is called for convenience the minimum p re-d .terinined speed, the throttle is full open but it has reached the point of early cut-off through the shifting device in which speed is a factor. With the parts in this position it will be noted the slot 0' has traversed the pin 13 and that the pin is in contact with the upper end of the slot. of the operating lever 5, therefore. results in a direct movement of the link F thus increasing the cut-off and the normal speed of the vehicle is, therefore. controlled entirely through the cut-off and not the throt- A further movement lift Lowest tle.= An operator wishinga desired speed, theretore,is compelled to give to the engine as early a cut-ofi' as will supply the power necessary forthis speed. The-greatest possible efiioiencyytheretore, is attained.

It is desirableto positively lock theoperating rod 0 with the lever 5 during that part of its travel in which it is in direct control of the link. To accomplish this I- provide the latch 15 which-is adaptedto overlap a latch '15 on the lever 0 so as tovlock the lever O With the lever 5. This latch as shown-is mounted in a housing 21 on the lever 5 and has a roller 17 units end which operates on a can-r18 on the segment 3 tomove the latch into locking position. A spring 19 operates against a shoulder 20 on the latch 15 and normally holds the roller 17 in engagement with the surface of the segment and in the neutral position the position of the latch is such as to permit a free movement of the catch 15 on thelock past the latch. When however, the lever is moved past the cam, thatis to ordinary running positions, the latch 15is moved inwardly by the cam 18 so as to overlap the catch 15 and thus the operating rod 0 positively looked with the lever 5. g 1

'lVhen it is desi'red' to-reverse the engine the lever 5 is moved downwardly along the segment. The initial movement of the lever throws the link downwardly; a sufficientdistance to-giv e a long cut-ofl' to the valve before thethrottle is opened. Atthis point the cam Gengages the roller-7 and the lever progresses opens the throttle valve. It will be noted that when the parts reach this position the-lever N has been so moved as to remove the sleeve S' sufficiently to throw the controlling'device entirely out of action. A direct reverse control, therefore, is accomplished entirely through the throttle and this is desirable-because the throttle gives a very sensitive control a'ndeconomy in the slight use of the vehicle in reverse is second in consideration.

The segment may be provided with gradnations 2Q and'QS to indicate'the point of cut oil when running in the forward direction or the throttle when rurlning in the reverse direction.

It is desirable to have themechanism such that the operating lever 5 may bejadjusted to any position and locked in that position. This may be accomplished bythe mechanism shown in detailin Figs. 5,5 and 5. In this the segment is provided with a serrated surface 28. the lever 5 is provided witha latch the end of which operates over-the surface 28. A spring 27 operates between the lever 5 and latch and yieldingly holds the end of the latch in engagmentuvith the' segment. The end of the latch has a serrated surface 29 which adapts it to engage and lock with the serrated surface 28. By means of this the operating lever: may be locked in practi cally any position desired on the segment so that any running position may be maintained without the continued attention of the oper ator. I prefer to provide the segment with a detent opening 30 at the neutral point into which the end of the latch 25drops so that the operating levermay be locked positively at this point.

InFigs. 6 and 7 I have shown this controlling apparatus installed in a vehicle utilizing a: motor made up of two )alIS of single acting una-flow cylinders. wo sets of single-actinguna-flow cylinders 59 are arranged at ninety degrees. These cylinders are provided with the pistons 58 which operating through the connecting rods 58" deliver power through the cranks A to the crank shaft. The cylinders are provided with the exhaustports 66 which discharge into the annular passage 67, the annular passage leading to the exhaust manifold 67. Steam is admitted to the cylindersthrough the port 60 and the port is connected with the steam chest 61. The steam .chest is connected through the passage 62 With the steam pipe 63 leading through the throttle valve=heretofore described to the boiler (not shown). The passage between the steam chest and the port 60 is controlled by the poppet valve 57.

This may be of any desirable type and forms no pal-t ot this invention. The poppot. valve is actuated by a stem 55 and is held to its seat by a spring 56. The stem 55 is actuated through a 'push rod 53 and the push rod actuated by a rock lever 52. The rock lever 52 is mountod on the shaft 31. A rock arm 50 extends from the shaft 51. A roller 48 is mounted on a pin 49 at the endotthe rock arm or lever 50. A cam47 operates on the roller 48 and thus actuates the roclr lever which in=turn operates the valves 57. The cam 4-7 lS HROUDtGd on a roclo shaft 45 and is locked thereon by: means of a key 46. The rock arm 44 heretofore described is fixed on the shaft- 45. -The block G is mounted on therock arm 44. It will be readily observed that thethrow of the cam is controlled by the link F in the usual manner. It will be understood that these mechanisms are in duplicate, one operating on each set of the cylinders and in order to rock the links F at each side I provide the intermediate lever 40 which connected to the link L by means of the pin K instead of having the link L connected directly to the link F as shown i u Figs. 1 to 4. Links 43 are connected with arms on the lever 40 by means of pins 42 a2 and extend to pinsA?) arranged on projections F on the links F. It will be readily seen that the interposedlever 4L0 simply com pels a uniform rocking of the links F so as to make them operative for both sets of cylinders; The method of control and theaction heretofore described actually control.

in section. Vehicle wheels 68 mounted on the axle 69 are driven through the shaft 70. The crank shaft should be connected through the usual propeller shaftand the usual difierential (not shown), with the drive shaft 70. These may be of any known type.

It will be observed. therefore. that with this mechanism there is an initial movement of the vehicle through a control in which speed is a factor and that in this initial control the throttle utilized and the engine starts with a full cut-01f which is shortened as the speed of the vehicle increases so as to make such shortei'iing of the cut-off practi cal and desirable. As soon as the normal, or predetermined minimum speed is reached the throttle is wide open. The valve gear is automatically set at short cut-oil. From here on the operator is compelled to control the vehicle through the cutoff, thus attaining grcatcstetliciency and at the same time a flexible and simple control. This is all accomplished with a single lever so that no confusion can arise in the operation. At the same time a cutoff is necessarily attained which at the speed desired is the most eflicient.

hat I claim as new is 1. In a pressure fluid actuated engine, the combination of a valve mechanism; a throt tle for the engine; and speed controlled and directly manually operable cut-oft mechanism automatically actuating the cut-off shortening the same from an initial long cut-oil as the speed of the engine increases with initial acceleration whereby the engine may be started at long cut-off and the cutoff automatically shortened as the speed increases and the engine controlled during its normal running through the direct manual operation of the cut-off mechanism.

2. The method of controlling a fluid-actuated motor having a fixed compression which consists .in starting the motor through a throttle and with an initial long cut otl; shortening the cut-off automatically with speed as a factor as the speed increases up to a pre-determined speed; and then varying the cut-off independently of the speed to control the speed of the motor.

3. The method of controlling a fluid-actuated motor having a fixed compression which consists in starting the motor through a throttle and with an initial long cut-off; shortening the cut-off automatically with speed as a factor as the speed increases up to a pro-determined speed; and then varying the cutoff by direct manual control of the cut-oil to vary the speed of the motor.

4. The method of controlling a unaflow engine which consists in starting the motor with a long cutoff as the actuating fluid is admitted; shortening the cut-elf automatieally with speed as a factor as the speed increases to a pre-determined speed; and then varying the cut-off independently of the speed to continue the control of the motor.

5. The method of controlling a unaflow engine, which consists in starting the motor with a long cut-off as the actuating fluid is admitted; shortening the cut-off automatically with speed as a factor as the speed in creases to a predetermined speed; and then varying the cut-off by direct manual control of the cutoff to continue the control of the motor.

6. The method of controlling a fluid pressure engine having a fixed compression comprising the starting of the engine with a long cut-oft as steam is admitted; automati- "ally shortening the cut-off with speed as a factor to a pre-determined speed; and then continuing the control with the cutoff indel'JOIlClOIltlY of the speed.

7. The method of controlling a fluid pressure engine having a fixed compression comprising the starting of the engine with a long cut-ofl. as steam is admitted; automatically shortening the cut-off with speed as a factor to a pro-determined speed; and then continuing the control with the cut-off, independently of the speed, without varying the steam admission other than by the cutoff.

8. In a vehicle, the combination of a driving means comprising an engine; a throttle for the engine; a variable cut-off mechanism for the engine; and a controlling device acting on the throttle and cut-ofi' mechanism opening the throttle and compelling a control of the vehicle during normal running conditions through the cut-off mechanism independently of the throttle.

9. In a vehicle, the combination of a driving means comprising an engine; a throttle for the engine; a variable cut-ofli' mechanism; and a controlling device acting on the throttle and cut-oft mechanism actuating the throttle initially with the starting of the vehicle and opening the throttle and compelling a control of the vehicle during normal running conditions through the cut-off mechanism independently of the throttle.

10. In a vehicle, the combination of a driving means comprising an engine; a throttle for the engine; a variable cut-oil mechanism for the engine; and a controlling device acting on the throttle and cut-off mechanism, said device comprising automatic means sensitive to the speed of the engine automatically controlling the cut-oil to start with a long cut-off and to shorten the same as the speed increases, said'device opening the throttle and compelling a control of the vehicle during normal running conditions through the direct manual control of the cut-off mechanism.

11. In a vehicle, the combination of a driving means comprising an engine; a

throttles for the engine a' variable cut-oil;

mechanism for the engine; and amcontrolling.

device acting Son the .throttlmand cut-oil mechanism, said device comprising auto-i mati': moans sensitive: to the speed of the engine automatically controlhngthe cut-ofi'i to start with a-longcnt-oil andto shorten the same as the speed increases, said device opening the throttle and conipellinga control 01* the vehicle during normal rune ning conditions through the cut-off mocha-i nisni independently of the speed. I i

12. In a vehicle the combinationrof a driving .means comprising an engine; a

: throttle for the engine; a variableucut-ofi'i mechanism for the eng ne and a controlling device acting on the throttle -andacut-ofi' 11166113111811} said :device comprlsnigc automatic means sensitive to the speed oflthe engine automatically controllingthe cut-off for the engine; and a icontrolliingzdevice acting on, the throttleyand .out-ofi' mechanism opening the throttle and compelling a.QI1- trol off the vehiclenduring normal running conditions through the direct-manual cons trol of the cut-oil mechanism, said device being adapted to give a'fullrnnge of cut-off independently of the throttle,

14. In a vehiclethe combination of a driving means comprising an enginepa throttle for the engine; variableicut-ofi mechanism for the engine; and a {controlling device acting on thethrottle and aQUt Ofi' mechanism, said device i comprising auto: matic means sensitive to thewspeed. Ofl h engine automatically: controlling the cut-off to start withra;llongwcnt ott anditog shorten, the same as the speed increases saiddevice openingithe throttle and compelling a eon-i trol of the vehicle during-normal running COIldlitlGl'lSi through the direct i: mammal control ,of the cut-off mechanismyand being adapted' to glaze a full range of Cut-0E6 15,. In a vehicle, the combinationzzof a driving means comprisingnan enginegra throttle for the enginefi a :variabhmuhoff mechanism for the engine and la controlling device acting. on the throttleva nd ClJt-Qfi mechanism said device comprising 7 onto: matiomeans sensitive to theyspeed of, engine automatically controlling the cat-oil to start with; a long cut-off and toshonten the same asvthe speed increases,.saidudevice openingthe throttle and compelling a control of the vehicle duringlnormal running conditions, through the direct manual {control of the cut-ofi. mechanism and being adapted to 'givea fullfrange Qf';Gllt -Ofi and with wide 0 non throttle.

1 6. no a -vehicle, the combination ot a driving means comprising an engine; a throttle for the engine; variable cut oit inechanislnfon the engine; and a controlling device netingion the throttle and cut-01f mechanism saicl device comprising auto matioo means sensitive to the speednof the engine automatically controllingthe cut-off to start with i a long cut-off and to shorten the same as the speed increases, said device openingithe throttle and compelling atcoin rol of th vehi l dur ngi e a un cond tions; through the cut-oil mechanism and being. adapted to give a full range of cntsofi'iwitha Wide openithrottle,

.17. In a, .vehicle, the combinationof a driving means comprising an engine; a throttle for the engine; a variable cut-oil mechanisrnifor the engine; and a controlling deviceracting on the throttle' and cutroflf mechanism iopeningcthe throttle and conipoll ng a controlot' the vehicle du ng 1101'- 1. un ng onditions thronght e o t-oi mechanism 7 independently, of the throttle, a d dev ei g adapted to gi a ull range not cnt-ofi' with i a wide open throttle. 18. In a vehiole the combination of a driving meansnompnising an engine; haw ing a fixed compression;.athrottle tor the engine; iavariable cul rofl' me hanism for the engine;and a. controlling device acting on the throttle and outwit: mechanism opening the throttle and compellingaqcontrolot the vehicle during normal running conditions through the cut-off mechanism independentl 119; In tawvehicle; the combination of a driving means comprising an engine having a fixed compression;=;a throttle, for the engine; a variablegcutsofi' mechanism for the engine; and ontrolling device i acting on the throttlenand OlilFfiDfi'lTlfiChflfllSlll, said device comprising automatic means sensitive to the speedotlthe engine-automatically,controlling; the cut-loft inastartwith a; long cutoff and "toshorten-the samei asthe speed increases, said device opening the throttleand compelling aicontrol ofthe vehicle during normal running conditions throughrthe cutoff mechanism: independently of the throttle,

:20. In arve hicle, the combination :of a driving means; comprising in unaflow penginea a. throttle for thevengine; a. variable out-off mechanism for the engine-grand a controlling device acting on the throttle-end cutsofi mechanism; opening the throttle and compelling ahcontrol of the vehicle during normal running conditions 5 through :the cnt oil mechanismiindependently of the throttle. 21. Inawehiclpthe combination of a driving ameans comprising a unatlow engine; a throttle for the engine; a variable cut-ofi mechanism for the engine; and a controlling device acting on the throttle and cut-oif mechanism, said device comprising automatic means sensitive to the speed of the engine automatically controlling the cut-off to start with a long cutoff and to shorten the same as the speed increases, said device opening the throttle and compelling a control of the vehicle during normal running conditions through the cut-oil mechanism independently of the throttle.

22. In an engine, the combination of a valve mechanism giving to the engine a fixed compression; a throttle for the engine; a variable cutoff mechanism controlling the valve acting on the engine; and a controlling device for the throttle and cut-off mechanism opening the throttle and compelling a control of the engine during normal running conditions through the cut-oil mechanism independent of the throttle.

23. In an engine, the combination of a vah'e mechanism giving to the engine a fixed compression; a throttle for the engine; a variable cut-off mechanism controlling the valve for the engine; and a controlling device acting on the throttle and cut-off mechanism, said device comprising automatic means sensitive to the speed of the engine automatically controlling the cut-oil to start with a long cut-oil and to shorten the same as the speed increases, said device opening the throttle and compelling a control of the engine during normal running conditions through the cut-off mechanism inde pendently of the throttle.

24. In a unaflow engine having fixed exhaust ports, the combination of a valve mechanism giving a fixed compression; a throttle for the engine; a variable cut-oil mechanism acting on the engine; and a controlling device for the throttle and cut-ofi mechanism opening the throttle and compelling the control of the engine during normal running conditions through the out off mechanism independently of the throttle.

25. In a unaflow engine having fixed exhaust ports, the combination of a valve mechanism giving a fixed compression; a throttle for the engine; a variable cut-ofi mechanism for the engine; and a controlling device acting on the throttle and cut-off mechanism, said device comprising automatic means sensitive to the speed of the engine automatically controlling the cut-off to start with a long cut-off and to shortenthe same as the speed increases, said device opening the throttle and compelling a control of the engine during normal running conditions through the cut-ofl' mechanism independently of the throttle.

26. The combination of an engine throttle valve, manually actuated means to operate the same, a speed controlled cut-oil mechanism, and a connection between said means and said mechanism adapted to vary the action of the latter.

27. The combination of an engine throttle valve, manually actuated means to operate the same, a speed controlled cut-off mechanism, and means actuated by saidv valve-operating means to vary the action of said cutofi mechanism.

28. The combination of an engine throt tling machanism, a speed controlled cut-oflf mechanism, and means actuated by the manual operation of said throttling mechanism to vary the action of said cut-elf mechanism when the throttle is opened to a predetermined extent. a

29. The combination of an engine throttling mechanism, a speed controlled cut-off mechanism, and means actuated by the manual operation of said throttling mechanism to sus )end the action of the speed control of the sald cut-off mechanism When'the throttle is opened to a predetermined extent.

30. The combination of an engine throttle valve, a lever to operate the same, a speed controlled cut-off mechanism, and means actuated by said lever to prevent the operation of said mechanism when the lever is 7 moved to a predetermined extent. 1

31. The combination of an engine throttle valve, a manually actuated lever to operate the same, a speed controlled cut-off mechanism, and means actuated by said lever to prevent the operation of said mechanism when the lever is moved to a predetermined extent, said means including a lost motion device permitting initial movement of the lever without varyingsuch operation.

32. The combination of an engine throttle valve, a manually actuated lever to operate the same, a speed controlled cut-oil mechanism, and means actuated by said lever to prevent the operation of said mechanism when the lever is moved to a predetermined extent, said means including a lost motion device permitting initial movement of the lever Without var ing such operation and a latch engageable tween the lever and said device, to prevent such lost motion, when the lever is in certain position.

33. The combination of an engine throttle valve, a speed controlled cut-off mechanism, means to vary the operation of said cut-ofi mechanism, and a single manually actuated operating deviceconnected to and controlling said valve'and said means. i

34. Thecombination of an engine throttle valve, a lever controlling the same, a speedcontrolled out-off mechanism including a shiftable member comprising dew'ces responsive to speed, and a connection between said lever and said member, permitting movement of the latter by the former.

35. The combination of an engine throttle valve, a manually actuated movable device controlling the same, a speed controlled cutvalve, a speed-controlled cut-ofi' mechanism normally active during said initial movement, and means actuated by additional movement of said device to vary the action of said cut-off mechanism.

37. The combination of an engine throttle valve, a manually actuated device movable initially to substantially fully open said valve, a speed controlled cut-oil mechanism operating normally during such initial movement, and means actuated by additional movement of said device to progressively change the operation of said mechanism according to the extent of such additional movement.

38. The combination of an engine throttle valve, an operating device therefor, and a speed-controlled cutoff mechanism including a shiftable member having a lost motion connection With said device permitting speed-control of said member Within the limits of said lost motion, said device being movable to shift said member in opposition to the tendency of the speed control.

259. The combination of an engine throttle valve, an operating device therefor, and a speed-controlled cut-ofi mechanism including a shiftable member having a lost motion connection with said device permitting speed-control of said member Within the limits of said lost motion, said device being movable to shift said member in opposition to the tendency of the speed control and means to prevent said lost motion When said device is in certain positions.

40. The combination of a throttle valve for an engine, a speed controlled cut-oii valve actuating mechanism for said engine, a

manually actuated operating device for said throttle valve, and a connection between said device and said mechanism, said connection including means to permit normal operation of said cut-oft mechanism during a certain range of movement of said device and to vary said normal operation'by movement of said device beyond said range.

41. The combination of a throttle valve for a engine, a manually actuated operating lever for the valve, a speed controlled cut-off valve actuating and reversing mechanism, for said engine, said mechanism including a shifting link, and a connection between said link and said lever, adapted to permit shift of the former by the latter.

42. The combination of an engine throttling mechanism, a speed controlled mechanism thrown into action as the engine starts with the opening of the throttle, a cut-oil mechanism automatically actuated by said speed-controlled mechanism and tending to reduce the speed to a predetermined minimum, and manually operative means to lengthen the cut-off, to increase the speed above said minimum. i

43. In a fluid actuated engine, the combination of an. engine throttle-valve; an operating device therefor; a cut-oil mechanism; means independent of said device for initially actuating the cut-oft mechanism to move the same from a long cut-oii' to a short cut-ofi as the engine starts; and means connected with said devices operating on said cut-off directly for the normal control of said cutofimechanlsm.

I11 testimony whereof I have hereunto set my hand. 

